Automobile cooling air conditioner



Feb. 28, 1950 F. A. WHITELEY AUTOMOBILE COOLING AIR CONOITIONER Filed oct. 25, 1947 2 Sheets-Sheet 1 EL?, I

Inventar FRANK AMHWELEY S5/2? Attorney Feb. 28, 1950 F. A. WHITELEY 2,498,973

AUTOMOBILE COOLING AIR CONDITIONER Filed Oct. 25, 1947 2 Sheets-Sheet 2 3.2;. n, l M l 1 M fny'mar FRANK AWHWLEY vanes) of substantial mass, with parallel Patented Feb. 28, 1950 AUTOMOBILE COOLING AIR CONDITIONER Frank A. Whiteley, Minneapolis, Minn. Application October 25, 1947, Serial No. 782,092

(c1. y(s2-117) 2o claims. 1

My invention relates to automobile cooling air l conditioners, and has for vits object to vprovide a complete unit in a unitary casing adapted to be vrested upon an automobile floor, with part of the casing projecting through the automobile oor, and having in the casing above the automobile floor a container of water formed externally of the water chamber as a heat exchanger, and having below the floor a rotary evacuator for producing a very low vacuum in the water container, with surrounding means exposed to -outdoor atmosphere for withdrawing heat of compression against atmospheric pressure. f

My invention constitutes an improvement upon and a development of my Patent No. 2,352,748, granted July 4, 1944, and is designed to carry out and accomplish the purposes of said patent in an improved and more eflicient way.

It is a principal object of my invention to provide a casing member having all of its parts united in a single unit adapted to be rested upon an automobile floor with a portion of said member above the oor and another part below the iioor.

It is a further object of my invention to form the part of the member above the floor as a combined water holding tank and heat exchanger.

It is a further object of my invention to form in the part of the member below the floor a rotary evacuator having gas inlet connection with the space within the adjacent tank above the water level therein, together with driving means, for drawing gas (water vapor) from said chamber to produce a very low vacuum therein and cause evaporation of the Water in the chamber.

It is a further object of my invention to provide, in the portion of the member below the oor, driving means for the evacuator and an oiling system similar to that described in my aforementioned pending application, but with novel means of returning and controlling the oil used in the oiling system.

It is a further object of my invention to form gas compressing impellers (sometimes called planesurfaced walls anda thick body between them, and to form the ends thereof between the walls as parts of true cylinders.

It is a further object of my invention to iorm the part of the casing below the oor of the vautomobile withfan arrangement of external iins which will be subject to the currents of air passing around it as an automobile is driven.

It is a further object of my invention `to ac-A cumulate the water of condensation formed on and drained from the walls of the heat exchanger and to discharge it so as to contact the iins of the cooling portion of the unit and by the evaporation of the said Water to increase the heat withdrawing effect of what would otherwise be air cooling.

It is a further object of my invention to provide in the part of the casing below the floor of the automobile a' two-part sump. each part separated from the other excepting for the passage ways from the respective parts to the gear pumps, and to arrange self-leveling means for filling the respective sump sections with oil independently and other means for draining liquid from the .bottom of said sumps independently.

It is a further object of my invention to drive all moving parts including the rotor of the pump, the pistons of the rotor, the oiling means and the fan for circulating air through the heat exchanger from a single source of power and by a single vertical shaft, the shaft for the ian or blowerl extending through the center of the part `oi. the casing `above the floor, with intervening gearing for suitably reducing the speed of said last named shaft.

` The full objects and advantages of my invention will appear in the description thereof given in the following specification, and the novel features of lthe invention by which the aforementioned advantageous results are obtained will be 'particularly pointed out in the claims.

vof Fig. l viewed in the direction of the arrows.

Fig. 3 is a sectional schematic view taken on I* line 3-3 of Fig. 2 with the parts in ilat projection and. on a smaller scale than Fig. 2.

Fig. 4 is a sectional view taken on the line l-JlA of Fig. l.

Fig. 5 is atransverse sectional view taken on une 5 5 of Fig. 1.

Fig. 6 is a sectional view ltaken on line 6-6 of Fig. 2.

Fig. 7 illustrates how a Water tank carried on the underside of an `automobile frame, as indicated in my aforesaid patent, will be connected I l'to the float val've f-or maintaining an operative l level of water in the evaporator tank.

Fig. 8 is an enlarged sectional view of a portion of what is shown in Fig. 1.

As shown in the drawings, my invention comprises a unitary member formed of an upper casing portion designated generally by the numeral I6 and a lower casing portion similarly designated by the numeral I I.

The upper casing portion has an annular base portion I2 which is adapted to overlie a floor portion I3 of an automobile, and which rests thereon, said oor portion being provided with an opening I4 through which the lower casing portion II is projected. Said lower casing portion likewise is provided with an annular rim I5. The two casing portions are held togetherl v as a unit by screwbolts I6 which, after the two casing portions have been completely assembled are passed through rim I and threaded into rim I2 and a thickened part I1 thereon.

By these means the two casing portions are u rigidly united into a unitary structure and the lower casing part is suspended from the upper casing part in a position below the oor I3 of the automobile.

The upper casing part comprises an outer shell I8, which may be insulated if that is deemed desirable, and a .cylindrical tank member I9. The tank member is provided with a lower wall 20, Figs. 1 and 5, and an upper wall 2|, Fig. 1. To effect a gas-tight union, the bottom member is preferably welded to a horizontal flange 22 turned inwardly from the cylinder wall I9, and the top member 2| is likewise preferably welded to a downturned flange member 23.

Extending longitudinally, or vertically as the unit must be positioned, through the chamber 24 within tank cylinder I9 are a multiplicity of tubes 25, which are preferably externally Welded at their outer ends to the bottom and top walls 2U and 2|, as indicated at 26 and 21 respectively. These tubes perform the double yfunction of providing adequate supports for the two ends of the members against air pressure when vacuum is produced in the chamber 24 and providing vertical heat exchange air passages through the said tank.

Five of these tubular members designated by the numeral 28, Fig. 5, are welded in a position so that they Contact inside of the cylinder i6 and vthereby provide suicient support against high air pressure upon the outside Wall of cylinder I9.

Cylinder I9 is held spaced from the top plane of flange I2 by a set of legs 29, Figs. 1 and 5. This provides a space or chamber 36 below the bottom wall 26 of the tank with-a multiplicity of openings 3I through that Wall to admit free circulation of air from the outside of the unit into the chamber 3|).

A larger tube or cylinder 32 extends centrally between the bottom and top walls 20 and 2| of the tank I9 and is welded to these walls as indicated at 33 and 34. Centrally positioned within this tube is a heavy tube 35 through which extends a shaft 36 having at its upper end a fan member 39. The shaft 36 has bearing support 40 through a casing section 4I having a portion 42 extending within and supported by the heavy tube 35. This tube in turn is supported by casing member 43, which is rested upon a casting 44 containing a lateral bearing 45 for shaft 36.

Also positioned Within the chamber 24 of the tank I9 is an air exhaust tube 46, which has secured to its upper end by a brace member 41, a cap 48 having outwardly flaring semi-conical walls 49 and having an internal annular flange 56 which is turned inwardly and downwardly as shown in Fig. l. A second conical member 5I, secured about tube 46, extends downwardly and is provided with an annular horizontal lip 52 leaving a narrow annular passageway 53 between the edge of flange 52 and the bottom edge of the member 49.

This arrangement causes trapping of any water and `allows air or water vapor to be drawn from a 4portion 53 of chamber 24 above the water level 54 in said chamber. At the same time, while permitting this gas to be drawn freely into and through tubular member 46, water is effectively prevented from entering the passageway .through said tubular member.

The tube 46 is provided with a flange 4l welded thereto, which Vflange is welded air-tight at 55 to the bottom wall 20. Tubular member 46 is surrounded by a bottom annular flange 56, which is held in gas-tight contact with agasket 51 by means of a nut 58 threaded upon a thickened portion 59 of a short tube 6U. The tube 66 is in turn welded to and opens through a plate 6I, later to be described. This arrangement permits assembly in gas-tight relation of the upper and lower casing sections I0 and II.

The shaft 36 is driven by reduction gearing 62 from a pinion 63 fast on the main driveshaft 64, which will later be described. The reduction gearing may be of any suitable and well-known type, and is supported by casting sections 65 and 66. Section 66 is formed as a part of casting v44 heretofore described, which rests upon a top plate member 61 surrounding an annular extension 68 thereof which is internally threaded and has threaded thereinto a packing nut 69. A cap member 10, formed with the top grill 'll encloses a chamber 'I2 into which the tubular passages 25, 28 and 32 and annular passage I3 discharge, and which forms a 'fan casing. The casting members 65 and 66 are provided with contacting flanges 65 and 66' held together by screws 66a.

With the above arrangement, it will be obvious that when the fan 39 is in operation, air will be drawn from the automobile compartment through the openings 3| into chamber 30 and from there through the heat exchange passageways 25, 28 and 32 and the annular passageway 'I3 between the outer wall of tank I9 and inner wall of `shell I8 vand will be discharged through the grill 'Il into the automobile compartment.

The casing part I0, as above described in detail, is mounted within the automobile chamber, and comprises an evaporator heat exchanger through which the air within the compartment is circulated, the heat exchange surfaces of which are directly cooled by cold water in the tank. Water supplied to the chamber 24, by means hereinafter described, is caused to evaporate by producing a very low degree of vacuum in the part 53 of said chamber above the water level 54. The means for causing this vacuum will now be described.

These means are shown in Figs. 1, 2 and 4. As shown in Fig. 2, there is an inner cylinder 'i4 and an outer cylinder 75. The outer cylinder has connected therewith a pair of ribs 16 and 'I1 which are Adiametrically opposed and which are continued downwardly, in a manner hereinafter pointed out, to divide the space between cylinders I4 and I5 and the parts below into two separated chambers, which are respectively at the high pressure side and the low pressure side of the rotary gas evacuating pump, and which are connected on opposite sides of the dividing partition with separated oil sumps, hereinafter to'be described.

d A multiplicity of ribs 18 on the low pressure side A are connected with the cylinder and extend between it and cylinder 14 leaving a longitudinal central passageway 19 and side passages 80. As shown in Fig. 3, and by full lines in Fig. 2, the ribs 18 terminate short of the tops of the cylinders 14 and 15 leaving a passageway above all said tops indicated in Figs. 1 and 3 at 8|.

. The short tube 60, connected Withthe'gas tube 46, opens directly into the semi-annular passage- Way 8| and from there has connection with all 'ofthe passageways 19 and 80 about the low pres- 'sure side A of cylinder 14.

' Apertures 82 and 82', Fig. 1, lead through the wall of cylinder 14 into the crescent-like chamber 83, Fig. 2, inside said cylinder and into each of the vertical passageways 19 and 80 on the low pressure or inlet side of the evacuating pump vlater to be described, Other apertures 89 and 90 also lead through cylindrical wall 14 from the high pressure side B into crescent-shaped chamber 83. All the apertures 82 and 82 function to vadmit gas (water vapor) into the low pressure -f side of chamber 83, and all the apertures 89 and 90 function to discharge the water'vapor gas from the high pressure side of chamber 83.` The apertures 82 and 90 opening at the level of the bottom wall of chamber 83 also function to permit drainage of oil from the space between cylinder walls 14 and 15 to the respective low side A andhigh side B sumps later to be described.

By these means, the Water vapor isthus evacuated from chamber 53 of the evaporator and very low pressure is effected in that manner in chamber 53.

Two sets of longitudinal partitions84 and 85, Fig. 2, divide the space between the cylinders -14 and 15 on the high pressure side B into a 'central passageway 86 and side passageways 81,

81a and 81h, and 88, 88a and 88h, as clearly shown in Figs. 2 and 3. The partitions 84 terminate short of their upper ends below the underplane of top plate 6| while the partitions 85 go to that top plate.

- Gas (water vapor) enters passageways 81 and 88 from chamber 83 within cylinder 14 through apertures 82 and 82 positioned opposite the end passageways 81 and 88, as indicated on Fig. 3.

` partition 84, down in passageway 81a, and under the bottom of partition 85, and up in passageway 81h, over the top of partition 84,v and thence down through passageway 86 to discharge through 'opening 92, Fig. 6,. and to go out to atmospherer below the automobile floor.

Likewise the travel of water vapor (gas) entering passageway 88 will be up over the top of partition 84, down in passageway 88a and under the bottom of partition 85, and up in passagewayl 88D, over the top of partition 84, and thence down through passageway 86 to discharge through opening 92 to atmosphere `vbelow the automobile floor.

ABy-these means, gas travel from chamber 83 will 'bel long fand' tortuous, "with three sharp reversals-of travel. Any oil particles carried by the gas will thus be effectively precipitated to join the oil in the sump on the high pressure side B, which will later be described. If greater travel of the gas and more turns should be requisite to eilect complete precipitation of the oil, a series ofv` downwardly turned alternately over-lapping baffles (not shown) may be cast in passageways 81, 81a, y8117 and passageways 88, 88a, 88h.

Upon the cylinder '15 is cast a multiplicity of circumferential fins 93 which are subject to the stream of relatively moving air produced by movement of the automobile. These fins will remove the heat generated in compressing the water vapor against atmospheric pressure.

Preferably, the inner cylinder 14, the outer cylinder 15, and circumferential ns 93 and the partitions 16, y11,y 18, 84 and 85 will be cast integrally, using some suitable alloy, and thereafter the upper edges of annular rim 45 and of cylinders 14 and 15 will be surfaced and ground in true planes perpendicular to the axis of the concentric cylinders. The bottoms of the cylinders likewise will be so ground, and the inside of cylinder 14 will be turned, surfaced and ground to an approximate true cylindrical form.

A plate 93 is secured to the upper edges of inner cylinder 14 by means of screws 94, Figs. l and 8. This plate has an annular groove 95 around its outer edge which receives and rests upon the upper annular face ofcylinder 14, and is held by screws 94 which pass through an annular gasket 91 between the top wall of groove 95 and the upper part of cylinder 14, as shown in Fig. 8.

The plate 6| rests upon plate 93 and also upon the upper edge of cylinder 15 and is secured to plate 93' by screws 98 and to the upper edge of cylinder wall 15 by screws 99, with a gasket |00 v between them, Figs. 1 and 8.

A lower plate |0|, Fig. 1, has an upper cylinder portion |02 and a circumferential cut-out portion |03. This plate is secured to cylinder 14 by means of a press iit of the lower inside wall of cylinder 14 with the outer wall of cut-out portion |03, which is gas-tight, as shown in Fig. 1. This plate |0| is formed with an annular horizontal flange |04 which underlies the lower circular edge of cylinder 15.

A vertically-extending, ring-like member |05 underlies the flange |04 and a horizontally-extending ring-like member |06 underlies the member |05, as clearly shown in Fig. 1. A supporting casting |01 has a flange |08 which underlies the member |06.

The arrangement of ange |04, members |05 and |06 with supporting casting |01, taken in connection with the plate |0I, forms a housing for shaft bearings and gears of the oiling system, which will later be described. This assemblage is held together by a multiplicity of screw bolts |09 which are threaded into lugs ||0 formed on the cylinder 15, and which extend through lugs on the member |05. By this means, the parts above described, together with gaskets indicated in Fig. l, are drawn gas-tight together, yetpermit assembly of the various parts.

The shaft 64 is keyed upon a rotor I2, which rotor, as clearly shown in Fig. 2, is cylindrical -in its outer limits and is positioned on shaft 64 :eccentricto the cylinder 14 and so its outer circumference will substantially contact the cylinder 14 at the center longitudinal line of flange 16 and will be spaced from the inner wall of cylinder 14 lat the opposite point, leaving a crescentshaped chamber 83 between the rotor ||2 and the inner wall of cylinder '|4.

The shaft 64 is supported by thrust bearing I3 in the part |01, by a lateral bearing ||4 in the part il of plate 6| and a second lateral bearing -countersunk in plate |0I. A packing nut l I4', together with packing nut 69, heretofore described, maintains the shaft for rotation in a gastight manner.

The shaft 64 is provided with a driving bevel gear H5 which meshes with the bevel gear ||6 on shaft Il, which shaft may be driven from the fan belt drive of the automobile, not shown, but

shown in my aforesaid Letters Patent. The shaft is supported by a bracket ||8, formed integrally or connected with the supporting part lill.

Referring to Fig. 2, the rotor ||2 is provided with a multiplicity of wide parallel-walled slots. In the form of Fig. 2, there are four of said slots numbered respectively H9, |20, |2| and |22. The parallel walls of these slots are spaced apart substantial distances and are milled and ground `into true polished parallel planes and each of the slots has a radially movable impeller |23 mounted therein.

These impellers, as shown in Fig. l, are short, not to exceed three inches in length, and are initially formed of round bars of steel of such short length, which are turned and ground to substantial-ly true cylinders. Thereafter parallel smooth piane walls are formed by planing and polishing, which bring the transverse thickness of the impellers 23 to the width of the slots I9 to |22, with a very close t of the impellers when positioned in the slots. Such fit will have a small tolerance of not to exceed one or two-thousandths of an inch. The impellers |23 thus are provided with outer and inner edge portions |24 and |25 which are segments of cylinders.

This arrangement has importance in my invention in that the contacting part of the impellers 74 has the same incidence against said cylinder in any of its positions eccentric to the inner wall of cylinder 14, and also provides angular channels |26 between said contacting portions which gather and pile up oil in front of the impellers and this definitely prevents any gas leakage between the low pressure side A and the high pressure side B of the pump.

Likewise, there are similar angular channels i2? between the inner cylindrical ends |25 and the side walls of the slots for accumulating oil to force it between the contacting walls of impellers and the slots as the impellers move radially back and forth in the slots. This effect is aided by the fact that the chambers in the slots back of the impellers are subject to the high pressure (atmospheric pressure) of the high pressure side B of the pump, as hereinafter to be described.

The upper surface ofplate i0! and the lower surface of plate 93 are planed and ground true and smooth, and the impellers |23 and rotor ||2, as shown in Fig. l, have their end walls annularly ground and in close Contact with the top wall of the cylindrical part |02 of plate lill and the bottom wall of plate 93', with the contacting surfaces in true parallel planes.

Each of these-plates has a pair of circular grooves cut through the above noted surfaces. The grooves in the cylindrical portion |02 of lower plate |0| are designated respectively as |28 and |29, see Fig. 1, and shown in dotted lines as to the lower plate in Fig. 2. The corresponding grooves in the upper plate 83' are designated as |30 and |3|, Fig. 1. The grooves |28 and |30 face the ends of bores |32 through the impellers |23. These grooves are concentric with the inner Wall of cylinder 'I4 so that the bores |32 through impellers |23 always face with their respective ends the grooves |28 and |30.

The groove |29 through the top Wall of bottom plate |0| opens into a passageway |33 which leads through passageways |34 and |35 into the oil sump on the high pressure side B of the pump. The groove |3| is connected by a passageway |35 with the air outlet passageway 81 in the high pressure side B of the pump. By these means the portions of slots H9, |20, |2| and |22 back of the impellers are at all times subject to the high pressure-of the high pressure side of the pump.

As shown in Figs. l and 2, the lower circular slot |29 communicates with the bottom portions of the impeller slots M9, |20, |2| and |22. It follows that the oil which accumulates in the impeller slots will gravitate to the bottoms thereof and will go back into the high pressure sump |5| through passageways |33, |34 and |35, as shown in Fig. 1. A passagewaylil leads from the upper circular groove |30 to the bearing ||4, Fig. l.

Referring to Fig. 4, the supportingpart |01 is formed with an upwardly turned annular ilange |138 forming a housing for gear l30 on drive shaft 64 meshing with a drive gear |40 on a stub shaft |4l, which extends through plate |42 forming an inward extension of member |06, and of the same thickness as said member, as shown in Fig. 1.

Upon shaft 64 is a first gear |43 of a gear pump couple. The second gear |44 of the couple is on stub shaft |47, as shown in Fig. 4. Similarly, upon stub shaft |4| is a first gear |45 of a second pump couple, of which gear |45 is one gear and gear |46 is the second gear, as shown in Fig. 4. The gear |44 is on a stub shaft |41 and is driven by gear |43 in the direction of the arrows. rihe gear |46 is on stub shaft |48 and is driven in the direction of the arrows thereon.

The two gear pump couples deliver oil from sump |49 on the low pressure side A into central delivery chamber |50, and the gears |43 and |44 likewise deliver oil from the sump |5| on the high pressure side B into the same delivery chamber |50. From delivery chamber |515 the oil is delivered through a. passageway |52, shown in Fig. 1 partly broken away and partly in dotted lines, to be delivered under a high pressure to the lower-circular groove |28.

The high pressure oil is fed from groove |28 through the bores |32 in impellers |23, and it will be fed uniformly through said impellers in all positions thereof. The oil in turn is forced through upper ends of bores |32, where it is fed to all parts of the groove |30.

This oil at high pressure is forced between the contacting end faces of impellers |23 and rotor ||2 and faces of plates |02 and 93', moving outwardly in all directions along those faces from grooves |28 and |30, and, in small amounts, passing into crescent-shaped chamber 03 outside the impellers and into the impeller slots H9, |20, |2| and |22.

The oil in crescent-shaped chamber 83 piles up in and at the front of the wedge-shaped parts |26 between the outer impeller walls and the inner Wall of cylinder |4 where it effectively lubricates the contacting parts of the irnpeller and cylinder wall and prevents any cross leakage at those points.

. Also the oil moving under high pressure over the ends of impellers and the rotor prevents anyvcross leakage through these contact areas, and apart of the oil spills into the slots ||9 to |22 where it tends to back upr against the Wedgeshaped passages |21 at each side of the impellers and along the faces of the slots and lubricates the moving faces of the slots and prevents leakage along the slot walls.

The oil which spills into crescent chamber 83 yon the low pressure side A will gravitate to the bottom of said chamber and ultimately will discharge through openings 82' at the level of said bottom into the low pressure sump |49. Some of the oil in crescent-shaped chamber 83 will also be returned to the high pressure sump through openings 90 at the level of the floor on the high pressure side B. y

The oil which spills into the impeller slots. I I9, |20, |2| and |22 will gravitate to the bottom of said slots and will be pushed by the return movements of the impeller and also by the high pressure gas in the slots which is additionally compressed by the backward movement of theimpeller rst into annular channel |29 and from there through passageways |33, |34 and |35 into the high pressure sump z By adjusting the relative areas of openings 82 and 90, which adjustment may have to be determined empirically, the amount of oilto the respective low pressure sump |49 and high pressure sump |5| may be equalized so thatthe oil content of the two sumps remains constant.

Resting upon the plate |42 over gaskets. between it and said plates is a housing member |53, Fig. 4. The member |53 is formed with central thickened portions |54 and |55 which form semicylindrical housings |56 and |51 for the pump gear couple |43 and |44, and housings |58 and |59 for the pump gear couples and |46, as clearly shown in Fig. 4. The member |53 also provides center bearings for stub shafts |4|, |41 and |48.

This member is integrally connected by webs |60 and |6| with the member |05 heretofore .described, and these webs are in line with the webs 16 and 11 on the casting forming the cylinders 14 and-15 and with other correspondingly positioned webs on members |04, |06 and |01. Gaskets are between the contacting faces of the several Webs and the screw bolts |09 draw theassemblage together gas-tight, thus entirely separating the oil sump |49 on the low pressure side A from the' oil sump |5| on the high pressure side B,y excepting for a passageway |62 leading from low pressure oil sump |49 to thepump gear couple |45,.|46, and for a second oil passageway |63 leading from high pressure oil sump |5l, as clearly shown in Fig. 4.

In operation this arrangement causes the oil to be moved by the gear pump couples from, the opposite and otherwise segregated oil sumps to the pressure chamber |50, from which it is distributed under high pressure to the moving contact surfaces of the pump and returned to the sumps as heretofore described.

Oil is supplied to the high pressure oil sump |5| through an opening |64 closed by a screw cap |65. The lower edge |66 of the opening |64 is positioned below the top wall of plate portion |02, as shown in Fig. 1, hence oil supply is self-leveling to the level 9| in oil sump |5|. In a similar manner, oil is delivered from similar mechanism |61 to the low pressure oil sump |49.

From an opening |68, Fig.1, in the bottom Wall of member |01 drainage of the high pressure oi1. sump |5| mayr take place controlled by a hand` operated cock |69. Similarly, through an opening' |10, oil is drained from the. low pressure sumpf |49, controlled by hand operated cock I1 These cocks 4are located to drain the liquid from the lowest points of the respective sumps |49 and |5|.

It follows that if any water condenses in the system and goes to the sumps, it will gravitate tov this low point and may be drained out from time to time as oil is supplied at lling stations or similar places where oil is sold, preferably at filling stations or garages having under-body pits. The water in chamber 53 of cylinder tank I9 may be.y drained away asdesired through hand operated drainage cock |12.

The introduction of yWater into this tank, both drops to cause opening of valve |16, air pressurev on the surface of the water in tank |13 will forcev water into chamber 53 until the float |11 closes i the valve |16, and thereafter, Whenever float |11y sinks to a point to open valve |16, additional water will be similarly supplied to replace that removed from chamber 53 byevaporation.

. The device in operation will not only cool the air within the compartment of an automobile,

thereof, will cause heavy condensation on all said walls. This :condensate will gravitate down these walls to discharge at the bottom thereof.

A pan |18 has an out-flaring, up-standing Wall |18 positioned to underlie the annular lower edge |19' Whichextends around the bottom of cylinder I9. The pan has a, bottom wall |19 formed with an annular upstanding lip |80, Fig. 1, through which extends the support casting 69 for the fan operating mechanism, and there is also provided an inverted pan-lill which surrounds and is'preferably soldered to the casing member 46.

All the water `which accumulates and ows down the cold heat exchange surfaces will be deposited in the pan |19. The bottom wall of said pan slopes .from left to right and the water drains out from the lower part of said bottom wall to the right, as shown in Fig. 1, through one or more discharge pipes |82. .1 These pipesare positioned immediately in front of the radiating fins 93, and the cold water condensed within the system and discharged through pipes |82 is caused by air currents from movement of the car to spatter against the radiating ns 93. `Both the loW temperature of this water and the evaporation thereof materially aids in withdrawing heat generated by compression of the evacuated water vapor against outside vair pressure.

The advantages of my invention clearly appear from the foregoing descriptionfand from its mode of operation, which is Aas follows:

The unitary casing which contains the entire apparatus is positioned upon the floor of an automobile. withv the upper casing portion |0 within the chamber of the automobile and the lower asing portion I projected through the floor of the automobile to extend into the space under the automobile and above the ground.

` These parts are positioned level upon the automobile floor. The drive shaft I |I is connected with a driven part of the automobile engine, preferably the fan belt pulley, not shown, and the pipe from a tank of water |13 on the automobile body is connected with the valve |16 through a connector elbow |83. A clutch, not shown, but shown in my aforesaid patent, is adapted to make the connection at will between the .drive shaft l l1 and the automeble engine.

Suitable oil has been introduced into therespective low pressure, $1111.11? H19l and high pressur@ Sump ISI UQ ihelevel. Permitted, by inlet control means |64, |55 and |67,`

' The automobile engine is started and immediately the oiling system forces oil at high pressure -upon the contact surfaces of the'moving rotor and impellers. These reduce air pressure in the chamber 53 with the result that Water is drawn from tank |I3 to nll the chamber 53 to the level 51| when the float valve cuts off injection of water.

The rotor is driven at high speed, 1,750 R. P. M. when the automobile is driven betweenV 50 and 60 miles per hour. TheA impellers, acting as evacuating pistons, rapidly reduce the pressure in the chamber 53 to a low pressure, which may approximate around .15 of a pound per square inch. Under this high degree of vacuum the air in chamber part 53 is nrst evacuated then water vapor, boiling out of the water in chamber 24, which has its level at |54, is rapidly evacuated. The gas, whether ai-r or water vapor, leaves chamber 53 by passing under cap 49 and through passageways 46 and 60 into the annular passageway 8| connected'with the vertical channels 19 and 80. From there it enters crescentshaped pump chamber 83.

The evacuated gas is dischargedfrom chamber 83 in the pump cylinder 'I=4 through openings 89 and 9U into passageways 8-'I and-BB-from which, =by a tortuous route, as heretofore described, it reaches vertical passageway 86 and discharges therefrom to outdoors through opening 92. The rapidvevaporationof Waterin tank chambers 24 and 53 takes heat, rst from the water in chamber 53k and then from the air drawn over theV cooledv heat exchange surfaces formed in and about the` tank in cylinder I9, and is dischargedl byy the fan 39. directly. into the. automobile chamber.

The temperature of the water will: by this means be dropped to somewhere in` the. neighborhood of 40 F. The moving aircontacting the cooled heat exchange surfaces'willitself -be cooled. and will precipitate watercondensed from the air of thek automobile compartment. Condensed water will accumulate. in the. bottom-.|19 of pan |78, and will flow downits slope to discharge through pipesL |82.. There` it willv be spattered over radiator fins |23- as. they are moved through the air outside the automobile compartment by the forward Lmovementof the automobile.

In this manner, as heretofore pointedtout; the heatresultingv from compressionv of the water vapor gas against atmospheric pressure.- will-` be Withdrawn from the. apparatus and.. dissipated outdoors.

Meanwhile the. gear pump. couples |43, |44 and |45, |116A will draw oil fromthefrespective high pressure sump |5| and low pressure sump |49 to build up high oil pressure in the pressure chamber |50, while at the same time effectively blocking leakage between the high pressure and low pressure sides of the pump. From the high pressure chamber |50 the oil travels through duct |52 and the bores |32 to the annular grooves |29 and |30, where it is distributed to all moving surfaces of the rotor and impellers and effectively prevents any cross leakage.

The oil pump gear couples, the rotor, including the` impellers and the fan, that is all the driven parts of the entire assemblage, are driven from the shaft 64. Thus the whole arrangement is compactly assembled in what amounts to a single casing, and, when connected to a driven member of the automobile engine, operates automatically to eifect cooling and dehydrating of the air within the automobile chamber. All that the automobile operator has to do at any time is to connect and disconnect the driving shaft and to see that the water tank |'I3 is not allowed to become empty, this merely requiring that it be filled with water from time to time as conditions require, and which can be conveniently donc at any filling station.

I claim:

1i. A11 automobile cooling air conditioner, comprising a unit casing-supported upon the iloor of an automobile having a portion above said floor in the automobile compartment, a combined tank and heat exchanger formed in said portion and adapted to contain a supply of water, a multiplicity of heat exchange passages extending vertically through and about said tank and the water therein and adapted to be contacted yby currents of air drawn through them, a fan above the tank for moving said currents of air, an evacuating pump in another part of said casing, a Vertical conduit opening at the top of the tank above the surface of the water therein and connected with the pump for conveying air and water vapor from the tank to the pump, and means including a driven shaft for simultaneously operating the pump and the ian.

2. An automobile cooling air conditioner, comprising a casing portion having therein an evacuating pump consisting of a cylinder, a cylindrical rotor eccentrically positioned in the cylinderand contacting it at one side, parallel-walled radial slots formed in the rotor and opening outwardly, impellers radially movable in said slots having end walls contacting the inner cylindrical wall ofthe cylinder, oil sumps in the casing part', onevfor the high pressure4 side of the pump and the other for the low pressure side oi the pump, an oill pump between the sumps, saidsumps individually connected With the oil pump but otherwise individually separa'd' one from the other, said oil pump and conduit connections adapted to force oil at high pressureI over the contact. faces of the rotor andi the impellers, anda driven shaft connected with and operating-the rotor and the oil pump.

3. An automobile cooling air conditioner, comprising a casing portion having'therein a rotary evacuating pump, a second casing portion having thereinA a tank adapted to contain a supplyof water and to act as a cooling air conditioner and having a passageway extending vertically through the tank from above-the surface of the water therein into the second casing portion and' to the pump, the pump operating to evacuate water vapor from the tank andA thereby cool the-water means otherwise in they tank by evaporation,'the pump having a'l high pressure side and a low pressure side, an oil sump for each side, an oil pump beween the sumps, said sumps individually connected with the oil pump, means otherwise individually separating one sump from the other, said oil pump having conduit connections adapted to force oil at high pressure to the evacuating pump, and a driven shaft connected with and `operating the evacuating pump and the oil pump.

4. An automobile cooling air conditioner, comprising a casing portion vhaving therein a rotary pump, a tank and a conduit between the pump and the tank to evacuate water vapor from the tank and thereby cool water in the tank by evaporation, the pump having a high pressure side and a low pressure side, anfoil sump for each side, each sump extending to the bottom of the casing portion, an oil pump between the sumps having pumping connection with 'both sumps, means otherwise individually separating one sump from the other, and a drainage cock entering each sump at its bottom, whereby any water which may be introduced into the sumps or either of them may be withdrawn therefrom independently of the oil therein.

5. An automobile cooling air conditioner, comprising a casing portion having therein a rotary pump, a tank and a conduit between the pump and the'tank to evacuate water vapor from the tank and thereby cool water in the tank by evaporation, the pump having a high pressure side and a low pressure side, an oil sump for each side, each sump extending to the bottom of the casing portion, an oil pump between the sumps having pumping connection with both sumps, means otherwise individually separating one sump from the other, anda lling cock for each sump positioned so the maximum level of oil in the sumps will be below the Ibottom of the pump.

6. An automobile cooling air conditioner, comprising a casing portion having therein a rotary pump, a tank and a conduit between the pump and the tank to evacuate water vapor from the tank and thereby cool water in the tank by evaporation, the pump having a high pressure side and a low pressure side, an oil sump for each side, each sump extending to the bottom of the casing portion, an oil pump between the sumps having pumping connection with both sumps, means otherwise individually separating one sump from the other, a lling cock for each sump positioned so the maximum level of oil in the sumps will be below the bottom of the pump,I and a drainage cock enteringV each sump at its bottom, whereby any water whichmay be introduced into the sumps or either of them may be withdrawn therefrom independently of the oil therein.

'7. An automobile cooling air conditioner, comprising a casing portion having therein a rotary pump, a tank and a conduit between the pump and the tank to evacuate water vapor from the tank and thereby cool water in the tank by evaporation, the pump having a high pressure side and a low pressure side, an oil sump for each side, each sump extending to the bottom of the casing portion, an oil -pump between the sumps having pumping connection with both sumps, individually separating one sump from theA other, a system of conduits connected with the oil pump for conveying oil to vall moving contact surfaces of the rotary pump, and sets of openings from the rotary pump for returning the oil tothe respective sumps.v

An automobile cooling air conditioner, co'm- 4 pris'ing ai casing portion having therein a rotary pump, a tank and a conduit between the pump and the tank to evacuate water vapor from the tank and thereby cool water in the tank by evaporation, the pump having a high pressure side and a low pressure side, an oil sump for each side, eachvsump extending to the bottom of the casing portion, an oil pump between the sumps having pumping connection with both sumps, means otherwise individually separating one sump from the other, a system of conduits connected with the oil pump for conveying oil to all moving contact surfaces of the rotary pump, and sets of openings from the rotary pump for returning the oil 'to the respective sumps, the areas of said respective sets of openings being so proportioned relatively that the same volume of oil will be returned to each of the sumps.

9. An automobile cooling air conditioner, comprising a casing portion having therein a rotary pump, atank adapted to hold water having a series of vertical passages formed in the casing about the pump in two separated sets, one set being connected with the pump for gas inlet and the other set being connected with the pump for gas outlet, a conduit between the gas inlet passageways and the tank, an opening formed in the casing leading from the gas outlet passages to outdoors, an air tight tank adapted to hold water, and a conduit connecting the tank above the water line with the pump whereby the pump will evacuate water vapor from the tank and thereby cool the water in the tank by evaporation.

10. An automobile cooling air conditioner, comprising a casing portion having therein a rotary pump, a series of vertical passages formed in the casing about the pump in two separated sets, one set being connected with the pump for gas inlet and the other set being connected with the pump for gas outlet, a conduit between the gas inlet passageways and the tank, an opening formed in the casing leading from the gas outlet passages to outdoors, an air tight tank adapted to hold water, and a conduit connecting the tank above the water line with the pump whereby the pump will evacuate water vapor from the tank and thereby cool the water in the tank by evaporation, and a pair of separated oil sumps, all the inlet passageways opening at their bottoms into one of said sumps and all of theoutlet passageways opening at their bottoms into the other of said sumps.

1l. An automobile cooling air conditioner, comprising a casing portion having therein a rotary pump, a series of vertical passages formed in the casing about the pumpin two separated sets, one set being connected with the pump for gas inlet andthe other set being connected with the pump for gas outlet, a conduit between the gas inlet passageways and the tank, an opening formed in the casing leading from the gas outlet passages to outdoors, an air tight tank adapted to hold water, and a conduit connecting the tank above the water line with the pump whereby the pump will evacuate water vapor from the tank and thereby cool the water in the tank by evaporation, the outlet passageways being constructed and arranged in the casing part relative to the openings thereinto so as to give a tortuous travel to the outlet gases, whereby oil particles carried thereby will be precipitated therefrom and go into the sump.

- 12; An automobile cooling air conditioner, comprising a unit casing having two portions, one

oi' said portions adapted to be carried withinthecompartment of the automobile and the other portion being projected through the iloor of the automobile to outdoors, a combined evaporating tank and heat exchanger in the i'lrst named portion adapted to hold a supply of water therein, an evacuating pump in the second portion provided with a conduit connection for withdrawing water vapor from the tank, radiator ns projecting from the second portion to be contacted by the relatively moving air while the automobile is being driven, and a pipe for discharging water of condensation from the second portion of the casing upon the radiator fins, whereby watercoudensed upon lthe heat exchanger passages of the tank will be directed to the radiator fins and will aid in removing heat generated by the pump'by compression oi the water vapor.

13. In combination with an automobile, an automobile cooling air conditioner, comprising a unit casing supported upon the iioor of the automobile and having upper and lower portions one above the other, the upper portion being positioned within the compartment of the automobile and the lower portion being projected through the floor of 'the automobile to outside, a Water holding member in the upper compartment, mechanism in the lower compartment connected with the water holding member above the water line therein for evacuating water vapor therefrom, mechanism for electing oiling of contacting surfaces of the evacuating mechanism, and a single vertical shaft extending into both upper and lower portions having driving connection with the automobile engine for simultaneously driving said evacuating and oiling mechanisms.

14. In combination with an automobile, an automobile cooling air conditioner, comprising a unit casing supported upon the door of the automobile and having upper and lower portions one above the other, the upper portion being positioned within the compartment of the automobile and the lower portion being projected through the floor of the automobile to outdoors, a combined evaporator tank and heat exchanger within the rst named portion adapted to hold a supply of water therein, said tank being sealed from admission of outside air, means to maintain a water level therein to leave an evaporating chamber above the surface of the water, and an evacuating pump in the lower portion provided with a direct conduit connection to the chamber also sealed from outside atmosphere for withdrawing gas from and producing negative pressure in said chamber.

l5. In combination with an automobile, an automobile cooling air conditioner, comprising a unit casing supported upon the oor of the automobile and having upper and lower portions one above the other, the upper portion being positioned within the compartment of the automobile and the lower portion being projected through the -door of the automobile to outside, said-second portion having therein a gas evacuating pump, and radiator fins integral with walls of and projecting from said second portion in position to be contacted by the relatively moving air as the automobile is driven.

16. In combination with an automobile, an automobile cooling air conditioner positioned on the floor of the automobile, comprising a part thereof extending below the floor of the automobile, said part including a single cylindrical casting embodying a central cylindrical chamber, walls siurounding the chamber having formed therein twos'ets of passagewaya one set for Vgasplicity of fins extending outwardly from the casting in position to be contacted by the relativelyv moving air when the automobile is driven.

17. In combination With an automobile, an

automobile cooling air conditioner positioned on the floor of the automobile, comprising a part thereof extending below the floor of the automobile, said part including a cylindrical castingembodying a central cylindrical chamber, walls sur! rounding the chamber having formed therein two sets of passageways, one set vfor gas inlet and the other set for gas outlet, one of said gas outlet passages having an opening .positioned for discharging the gas outside, said casing havinga multiplicity of surrounding parallel fins extending outwardly from the casting in position to be contacted by the relatively moving air when the automobile is driven. 3

18. In combination with an automobile, an. automobile cooling air conditioner positioned on the door of the automobile, comprising a part thereof extending below the floor of the automobile, sa-id part including a single cylindrical casting embodying a central Acylindrical chamber, walls surrounding the chamber having formed therein two sets of passageways, one set for gas inlet, and the other set for gas outlet, one of said gas outlet passages having an opening for discharging gas outdoors, said casting having a multiplicity of iins extending outwardly from the casting in position to be contacted by the relatively moving air when the automobile is driven, said chamber having its inner wall ground and polished to a true cylinder and forming part oi a gas evacuating pump.

`19. In combination with an automobile, an automobile cooling air conditioner, comprising a unit casing supported upon the floor of the automobile and having upper and lower portions one above the other, the upper portion being positioned within the compartment of the automobile and the lower` portion being projected through the iloor of the automobile to outside, a tank in said first named portion adapted to hold water with means to maintain the water therein at a predetermined level to leave an evaporating chamber above the surface of the water, a multiplicity of gas passages extending through and about the tank including a .passageway housing a shaft, and said shaft, a lfan on the end of the shaft,

van evacuating pump in the second portion pro-r vided with a conduit chamber, a second shaft extending through the lower portion in alignment with the shaft of the rst portion having driven connection with the automobile engine for driving the evacuating mechanism, and speed reducing gearing connecting the second shaft with the first shaft for driving the fan.

20. In combination with an automobile, an automobile cooling air conditioner, comprising a unit casing supported upon the floor of the automobile and having upper and lower portions one above the other, the upper portion being positioned within the compartment of the automobile and the Alower .portion being projected through the floor of the automobile to outdoors, a combined evaporator tank and heat exchanger within the upper portion adapted to hold a supply of water therein having a sealed chamber with top, bottom and side walls, a multiplicity of tubular air passageways connecting the top and ybot 17 tom walls and giving rigid support to said walls against outside air pressure, some of said tubular members having longitudinal contact with the side Walls to give lateral support thereto against air pressure, and an evacuating pump in the first portion having conduit connection with the upper portion of said sealed chamber.

FRANK A. WHITELEY.

REFERENCES CITED Number UNITED STATES PATENTS Name Date Wisdom Jan. 21, 1913 Replogle Oct. 13, 1936 Johnson Oct. 31, 1936 Jones Dec. 14, 1943 Whiteley July 4, 1944 

